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Container terminal operation is one of the most risky industries. Many of the accidents that occurred were found to be caused by human errors. However, it seems relatively little research has been conducted to examine the influence of leader-member exchange (LMX) relationship on employee safety behavior. Therefore, the purpose of this study is to examine the effects of leader-member exchange and safety climate on employees’ safety organizational citizenship behaviors (SOCB) in the container terminal context based on the social exchange theory.

A structural equation modeling was used with confirmatory factor analysis, and survey data are collected from 265 employees in major container terminals in Taiwan.

Results indicated that LMX is positively associated with safety climate, whereas safety climate positively influences employees’ safety citizenship behavior. Specifically, results indicated that safety climate mediates the effect of LMX on employees’ SOCB.

This study was limited to LMX dimensions adapted from the studies of Li and Liao (2014) and Vidyarthiv et al. (2014). Future research could examine the linkages between LMX, ethical climate, safety performance and supervisor leadership influence. Furthermore, this research focused specifically on employees from the container terminal operators in Taiwan. It would be valuable to collect data from employees from other countries to obtain a balanced view of the relationship between LMX, team-member exchange (TMX), safety climate and employee SOCB in container terminal operations.

This research provides a useful implication for container terminal operators to enhance LMX qualities and employee safety behavior through organizational participation, employee-helping behaviors and informing workers to obey safety rule and regulation.

Given the prevalence of accidents and unsafe behavior in container terminal operations, this research sought to examine the relationships among LMX, safety climate and employee SOCB in the container terminal context. Theoretically, this study highlights the importance of LMX and safety climate in explaining the SOCB of employees.

This study aims to propose a safety marketing stimuli-response model to explain passengers’ safety behavior in the ferry services context.

Structural equation modeling was conducted to examine the impact of safety marketing stimuli on passengers’ safety awareness and behavior by using data obtained from a survey of 316 ferry passengers in Hong Kong.

The authors found that passengers’ perceptions of ferry safety marketing stimuli positively affected their safety awareness and safety awareness positively affected passengers’ safety behaviors. Specifically, they found that safety awareness played a mediating role in the relationship between ferry safety marketing stimuli and passengers’ safety behaviors.

The empirically validated scales can be adapted to practices of safety marketing, while providing helpful information for ferry operators to evaluate their efforts of safety marketing and implications for improvement.

According to the authors' knowledge, this study is one of the first attempts to fill this research gap by empirically validating and theoretically conceptualizing measures of safety marketing stimuli based on the marketing stimulus-response model.

The purpose of this study is to fill the gap and apply a fault tree analysis (FTA) in detention lists of Black Sea Region published port state reports from 2005 to 2016. The study analyzes valid records of 2,653 detained ships with 6,374 deficiencies based on a strategic management approach. This paper sets up FTA technique to assess the detention probability of a random ship which calls the Black Sea Region with the help of detention lists published within subject years.

This paper is not published elsewhere, and it is based on an original work, which figures out detention probability of a regular ship at Black Sea Region port state control from published lists of Black Sea Memorandum of Understanding (MoU). By utilizing these detention lists, a generic fault tree diagram is drawn. Those probabilities could be used strategically with the most seen deficiencies in the region which all could guide the users, rule makers and the controllers of the maritime system.

FTA has conducted based on the data which was collected from website of BS MoU detention lists that published from 2005 to 2016. Those lists have been published on monthly basis from 2011 to 2016 and on quarterly basis from 2005 to 2010. Proper detention records have been included into the research, whereas some missing records were excluded. Subject lists have been harmonized and rearranged according to Black Sea MoU Detention Codes which was published on October 2017 at Black Sea MoU’s website. According to BS MoU Annual Reports, 58,620 ships were inspected from 2005 to 2016 as seen in Table 1. Those ships were inspected by each member country’s PSOs in the light and guidance of predefined selection criteria of the region. Detention frequency of inspected ships detected as 0.103116 which explains any ship that called any port in the Black Sea Region could be 10% detained after inspected by PSO. Also, each intermediate event-calculated frequency enlightens the probabilities of nonconformities of ships. Although those deficiencies show structural safety and security nonconformities, those probabilities also prove us that management side of the ships are not enough to manage and apply a safety culture. By the light of that, ship owners/managers could see the general nonconformities according to regional records and could manage their fleet and each ship as per those necessities.

In the light of the above analysis, the future research on this subject could be studied on other regions which might enable a benchmark opportunity to users. Also, insurance underwriters have their own reports and publications that could clarify different points of view for merchant mariners and regulators. In this research, FTA is used as a main method to figure out the root causes of the detentions. For future researches, different qualitative and quantitative methods could be used under the direction of subjects.

Detention frequency of inspected ships detected as 0.103116 which explains any ship that called any port in the Black Sea Region could be 10% detained after inspected by PSO. Also, each intermediate event-calculated frequency enlightens the probabilities of nonconformities of ships. Although those deficiencies show structural safety and security nonconformities, those probabilities also prove us that management side of the ships are not enough to manage and apply safety culture. By the light of that, ship owners/managers could see the general nonconformities according to regional records and could manage their fleet and each ship as per those necessities.

With the nature of carriage, shipping business carry out its essential economic attendance in world trade system via inclusion in national and international transportation. As a catalyst in international trade, shipping itself enables time, place and economic benefits to users (Bosneagu, Coca and Sorescu, 2015). Social and institutional pressures generate shipping industry as one of the most regulated global industries which creates high complexity. Industry evolved to multi-directional structure ranges from international conventions (IMO and ILO) to “supra-national interferences” (EU directives), to regional guidance (MoUs) to national laws (flag states). Ship operators endeavor to adopt/fit its industry environment where rules are obvious. With adaptation of industrial environment, ship operators are able to create an important core competency.

This study enlightens the most recorded deficiencies and analyzed them with the help of fault three method. These calculated frequencies/probabilities show the most seen nonconformities and the root causes of detentions in the Black Sea Region in which those results will be benefited strategically that enables a holistic point of view that guide the owners/managers, charterers/sellers/shippers, classification societies, marine insurance underwriters, ship investors, third parties, rule makers and the controllers of the system to apply safety culture.

Economies of scale drive container ship owners towards ordering larger vessels. Terminals need to ensure a safe (un)loading operation of these vessels, which can only be guaranteed if the mooring equipment is not overloaded (lines, fenders and bollards) and if the motions of the vessel remain below set limits, under external forces. This paper aims to focus on the passing vessel effect as a potential disturbing factor in the Port of Antwerp.

Motion criteria for allowing safe (un)loading of container vessels are established by considering the container handling process and existing international standards (PIANC). A case study simulation is presented where the behaviour of the moored vessel under ship passages is evaluated. Starting from a representative event, the effect of changes in passing speed and distance is discussed.

The study illustrates the influence of passing velocity and distance on the behaviour of the moored vessel, showing that when passing speeds are higher and/or distances lower than the reference event, safety limits are potentially exceeded. Possible mitigating measures, including the use of stiffer mooring lines and/or a change in arrangement, are discussed.

This paper serves as a basis for future research on safety criteria and optimisation of the mooring equipment and configuration to deal with passing vessel effects.

The presented results can be used by ship and terminal designers to gain familiarity with passing vessel effects and adopt suggested best practice.

By restricting the motions of the passing vessels, the focus and general well-being of the crane operator is enhanced, as is the safety of workers.

The paper provides a unique combination of container fleet observation, safety criteria establishment and case study application.

This study aims to investigate the moderating role of psychological capital (PC) and the mediating role of safety climate (SC) in the relationship between the perception of psychological well-being (PWB) and ethical climate perception (ECP) of yacht crews in commercial yachts.

This study follows a quantitative approach. Data were obtained from a total of 339 yacht crews in Türkiye. The data were analyzed using SPSS 22 and AMOS 22 statistics package software.

This study uncovers the role of SC and PC in the causal relationship between the PWB and ECP of yacht crews who are, as tourism and maritime industry employees, expected to exhibit positive organizational attitudes and behaviors. The PWB of yacht crews in the work environment is affected by their SC and PC levels.

Although the holistic model of this study is a strong one, there are some limitations. The sample includes only Turkish yacht crews in yacht organizations in Türkiye. Yacht crews work periodically under harsh conditions. We acquired the research data from the yacht crews who had experienced the challenging environment; hence, the findings are specific to the crews. Ethical perceptions and standards may differ across cultures; for this reason, future research on employees in different organizations may conclude with different results. The significance of this research lies in the fact that it tests a comprehensive model.

This study can guide managers in finding ways to affect the PWB of crews. Ethical and safety climate should be taken into account by yacht organizations to improve the perceptions of yacht crews. The findings show that ECP and SC have a positive effect on the PWB of yacht crews. From this perspective, this study suggests that yacht organizations should involve their crews in their ethical decisions to foster an ECP. Yacht businesses should act consistently in all areas and adopt clear safety and ethical rules and procedures for yacht crews to follow to create a perception of ethical and safety climate.

This study contends that yacht crews, who face lengthy shifts and professional duties, are a component of the tourism and maritime industries. The findings indicated the necessity for more study on different perspectives related to the factors that impact PWB in the light of the employees. There are relatively scarce data on yacht crews and the relationship between their PWB, SC, ECP and personality constructs such as PC. This research shows that the PWB of yacht crews in stressful and demanding working environments depends on positive ECP and high PC through SC.

This study is the first to assess the role of SC and PC in the relationship between the ECP and PWB of yacht crews. It further aims to fill the research gaps and build on the tourism and maritime literature on yacht crews and PWB, and climate within the tourism and maritime context.

This paper will examine the unsafe work practices that are plaguing the construction industry. Statistics show that four out of five of all workplace accidents are attributed to unsafe behaviour. Research studies have sought to understand worker self-protection. For example, it is difficult to make predictions of conditions that influenced worker’s behaviour to act unsafely or safely in a given work situation. It is evident there is a gap in the literature in this area of research, most notably failing to understand the underlying “why” factors. The aim of the study is to identify and examine the proximate set of contributing factors most likely to have an influence on workers’ decisions about participation in unsafe behaviour.

To perform the study, questionnaires were adopted, and 225 construction workers from 9 construction companies participated in the study.

Results showed that both underlying organisational factors and individual factors could affect the risk aversion among construction workers. The paper also highlights measures to create a safe work environment to minimise unsafe behaviour among construction workers. Results from the study are important to help organisation to systematically plan for a good working environment.

As the results were based only from the questionnaires, a deeper understanding behind the workers’ responses was not probed.

Construction companies should work at several organisational levels at the same time. It is necessary to include levels such as individual, group, workplace and management levels, thus taking a system perspective on risk behaviour and safety.

Robotics and automation are successful in construction, health and safety, but costs and expertise hinder their use in developing nations. This study examined mobile apps as a more accessible and affordable alternative.

This descriptive study explored the use of mobile apps in construction, health and safety management. It used a literature review to identify their availability, accessibility, and capabilities. The study consisted of four five stages: searching for relevant apps, selecting them based on versatility, examining their specific functions, removing untested apps and discussing their functions based on empirical studies.

A comprehensive literature review identified 35 mobile apps that are relevant to health and safety management during construction. After rigorous analysis, eight apps were selected for further study based on their relevance, user friendliness and compliance with safety standards. These apps collectively serve 28 distinct functions, including first-aid training and administration, safety compliance and danger awareness, safety education and training, hazard detection and warnings.

This study suggests that mobile apps can provide a cost-effective and readily accessible alternative to robotics and automation in health and safety management in construction. Further research is needed to accurately assess the efficacy of these apps in real-world conditions.

This study explored the use of apps in health and safety management, highlighting their diverse capabilities and providing a framework for project managers, contractors and safety officers to select suitable apps.

In the continuous development of high-speed railways, ensuring the safety of the operation control system is crucial. Electromagnetic interference (EMI) faults in signaling equipment may cause transportation interruptions, delays and even threaten the safety of train operations. Exploring the impact of disturbances on signaling equipment and establishing evaluation methods for the correlation between EMI and safety is urgently needed.

This paper elaborates on the necessity and significance of studying the impact of EMI as an unavoidable and widespread risk factor in the external environment of high-speed railway operations and continuous development. The current status of research methods and achievements from the perspectives of standard systems, reliability analysis and safety assessment are examined layer by layer. Additionally, it provides prospects for innovative ideas for exploring the quantitative correlation between EMI and signaling safety.

Despite certain innovative achievements in both domestic and international standard systems and related research for ensuring and evaluating railway signaling safety, there’s a lack of quantitative and strategic research on the degradation of safety performance in signaling equipment due to EMI. A quantitative correlation between EMI and safety has yet to be established. On this basis, this paper proposes considerations for research methods pertaining to the correlation between EMI and safety.

This paper overviews a series of methods and outcomes derived from domestic and international studies regarding railway signaling safety, encompassing standard systems, reliability analysis and safety assessment. Recognizing the necessity for quantitatively describing and predicting the impact of EMI on high-speed railway signaling safety, an innovative approach using risk assessment techniques as a bridge to establish the correlation between EMI and signaling safety is proposed.

The purposes of this study were (1) to explore empirical challenges in dimensioning safety buffers and their implications and (2) to organise those challenges into a framework.

In a multiple-case study following an exploratory, qualitative and empirical approach, 20 semi-structured interviews were conducted in six cases. Representatives of all cases subsequently participated in an interactive workshop, after which a questionnaire was used to assess the impact and presence of each challenge. A cross-case analysis was performed to situate empirical findings within the literature.

Ten challenges were identified in four areas of dimensioning safety buffers: decision management, responsibilities, methods for dimensioning safety buffers and input data. All challenges had both direct and indirect negative implications for dimensioning safety buffers and were synthesised into a framework.

This study complements the literature on dimensioning safety buffers with qualitative insights into challenges in dimensioning safety buffers and implications in practice.

Practitioners can use the framework to understand and overcome challenges in dimensioning safety buffers and their negative implications.

This study responds to the scarcity of qualitative and empirical studies on dimensioning safety buffers and the absence of any overview of the challenges therein.

Despite the contributions of both the oil and gas and construction industries to the gross domestic product (GDP) of the country, both industries are still marred by incessant accidents. Therefore, the aim of this study is to compare the health and safety practises of the construction and oil and gas industries in Nigeria in order to suggest the best approach to health and safety practices.

A survey questionnaire was developed and administered to professionals working in the construction and oil and gas industries. Data were analysed using the relative importance index (RII). An independent sample t-test was also conducted to determine whether there was a significant difference in the construction and oil and gas industries.

The study revealed that the rate at which health and safety are practised in the oil and gas industry is comparatively high compared to how they are practised in the construction industry. Proper site layout and planning, provision of a safe working environment, proper health and safety risk assessment were more predominantly practised in the oil and gas industry, while proper site layout and planning, disallowing unauthorised entry into site and the provision of a safe working environment were predominantly practised in the construction industry.

This study is the first to compare the health and safety practises of the construction and oil and gas industries in Nigeria. This study was significant because it would provide insight into construction and oil and gas managers, as well as other decision-makers in both industries, on how to improve health and safety practices.